Hydraulic system for vehicle steering and other apparatus



F. J. WRIGHT HYDRAULIC SYSTEM FOR VEHICLE March 8, 1949.

STEERING AND OTHER APPARATUS '7 Sheets-Sheet 1 Filed Nov. 27, 1944 R; H m m J D. a F

Av-TY March 8, 1949. wmGHT 2,464,110

HYDRAULIC SYSTEM FOR VEHICLE STEERING AND OTHER APPARATUS Filed Nov. 27, 1944 7 Sheets-Sheet 2 u w on INVENTOR; FEED J. WEKBHT, 8Y4; A773;

March 8, 1949.

Filed Nov. 27, 1944 F. J. WRIGHT HYDRAULIC SYSTEM FOR VEHICLE STEERING AND OTHER APPARATUS 7 Sheets-Shet 3 INVENTOR, FEED J. WEIG T HTT'Y F. J. WRIGHT 2,464,110 HYDRAULIC SYSTEM FOR VEHICLE v STEERING AND OTHER APPARATUS 7 Sheets-Sheet 6 INVENTOR, FRED J. WEIGHT,

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Filed Nov. 27, 1944 Filed Nov. 2?, i944 Max-0H8, 1949. J, wRlGHT 2,464,110

FOR VEHICLE HYDRAULIC SYSTEM STEERING AND OTHER APPARATUS 7 Sheets-Sheet 5' HTT'Y FEED J. WEIGHT.

March 8, 1949. F. J. WRIGHT 2,464,110

HYDRAULIC SYSTEM FOR VEHICLE I STEERING AND OTHER APPARATUS Filed Nov. 2'7, 1944 '7 Sheets-Sheet 6 INVENTOR,

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Fig 12 March 8, 1949. F. J. WRIGHT HYDRAULIC SYSTEM FOR VEHICLE STEERING AND OTHER APPARATUS 7 Sheets-Sheet '7 Filed Nov. 27, 1944 w .YT). A M} J 3 m m a E a m i HTT'Y.

Patented Mar. 8, 1949 i v UNlTED STATES PATENT OFFICE HYDRAULIC SYSTEM FOR VEHICLE STEER- ING AND OTHER APPARATUS Fred J. Wright, Upper Arlington, Ohio, assignor to The Gallon Iron Works & Manufacturing Company, a corporation of Ohio Application November 27, 1944, Serial No. 565,356

4 Claims. (01.180-792) 1 2 v This invention relates to a hydraulic system Still another object of the invention is to proand apparatus particularly designed for control- Wide an improved hydraulic apparatus in the ling various operations of a vehicle, such as a road form of an upstandin p wh h h s a St lgrader. ing valve in the top and a relief valve or valves An object of the invention is to provide an in the bottom.

improved hydraulic system and apparatus of the Another O je t of th inVentiOn 15 to Pro i e above mentioned type. an improved rotary valve having a shell formed A more specific object of the invention is to to obtain the desirable area of hydraulic passageprovide a hydraulic control system and apparatus way, though bridged by a core. for a steerable vehicle in which the hydraulic Other objects of the invention will appear herefiuid is delivered to a plurality of control valves inafter, the novel features and combinations beln series, the first of which control valves controls 'ing set forth in the appended claims.

the steering of the vehicle, and in a more specific In the accompanying drawings,

embodiment of the invention. in which a high Figs. 1 and 2, placed end to end, constitute a pressure relief by-pass valve is provided for the side elevational view of a vehicle in the form steering valve which when operated delivers the of a road grader incorporating the features of by-passed fluid to the system for subsequent use my invention; therein. Fig. 3 is an elevational view of the banked Another object of the invention is to provide valves, with one of the valves shown in section a hydraulic control system including a plurality and with the steering wheel merely indicated in of valves, one of which is a steering valve in dotted lines, the hydraulic circuit also being illuswhich there are two pressure relief by-pass valves, trated in this figure of the drawings; one for the steering valve, the other for all the Fig. 4 is a sectional elevational view through additional valves, the arrangement being such the center of the steering post and valve. This that when the steering valve by-pass is open, the figure also includes a portion of the hydraulic hydraulic fluid will be delivered for use by the circuit;

other valves, and when the other high pressure re- Fig. 5 is a transverse sectional view taken on lief valve is open, the fiuid will be by-passed to the line 55 ofFig. 4, looking in the direction tank. of the arrows;

A further object of the invention is to provide Fig. 6 is a transverse sectional view taken on a group of banked individual hydraulic valves the line 6-5 of Fig. 4, looking in the direction having individual valve casings, one of which is of the arrows; controlled by a steering wheel, and in a more Fig. 7 is an enlarged sectional view taken on specific aspect of the invention includes a rotary the line 1-1 of Fig. 6, looking in the direction of steering wheel valve. 85 the arrows, and with the spider or core omitted;

A further object of the invention is to provide Fig. 8 is an end elevational view of one of the a hydraulic apparatus in the form of a bank of valves of Fig. 3; individual valves of separable valve housings, one Fig. 9 is a view, similar to Fig. 4, of a modified of which includes an upstanding post which in a form of post and steering valve; more specific aspect of the invention includes Fig. 10 is a sectional view taken on the line teed and discharge passageways therein leading ill-40 of Fig. 9; to a valve, which may be of the rotary type, in Fig. 11 is an enlarged side view of the shell of the top of said post. the steering valve of Figs. 9 and 10, with parts Another object of the invention is to provide broken .away a Shown in n; a combination valve and steering post which Fig. 12 is a frontelevational view of amodified preferably has feed and discharge passages which form of banked valve and steering wheel control, lead to and from a valve, preferably a rotary valve, the steering wheel being illustrated only valve, in the top thereof, and which in a more diagrammatically, and portions of the operating specific aspect of the invention also is provided mechanism for the steering valve being shown with one or morehigh pressure relief by-pass 5 in section;

valves in its base and in a still more specific aspect Fig. 13 is a combination side elevational and of the invention also includes a drain passageway sectional view of the banked valves of Fig.{l2, formed in the post for draining leakage hydraulic with some of the valves omitted; and fiuid from a valve in the top of the post to a drain Fig. 14 is a sectional view of the combination or tank passageway. 5 adjustable leakage or by-pass and high pressure hydraulic motor 4|.

relief valve which forms one of the elements of the banked valves of Fig. 12.

The hydraulic system and apparatus herein disclosed may be used in-a variety of different places or with a variety of different vehicles. One vehicle where it is particularly adapted to be used is a road grader, such as that disclosed in more detail in the patent to Franklin E. Arndt, No. 2,340,169, dated January 25, 1944, for a Road grader.

In Figs. 1 and 2 of the drawings, I have illustrated a road grader comparable to that of the Arndt patent, with my improved hydraulic system incorporated therein. It is to be understood that unless a contrary fact is indicated, the structure of the grader herein illustrated, follows that of said patent.

Briefly described, the grader comprises a main frame formed of a pair of elongated channel members 2| which are connected together adiacent their forward ends and terminate in a head casting 22 at the bottom of which a front axle 23 is pivotally'connected, which carries a pair of front steering wheels 24 which preferably can b leaned by a double acting hydraulic piston motor in a manner well understood in the road grader art.

At their rear ends the channel members 2| are spaced apart and are provided with extensions 25 which may be welded thereto, which extend above and are connected to a rear axle housing 25 which includes drive mechanism for driving the tandem rear wheels 21, preferably mounted on'a pivoted gear casing 28 pivotally mounted on the rear axle housing 25. The rear tandem driving wheels 21 are driven through a gear train leading from a motor located under the hood 29, as well understood in the road grader art.

Extending rearwardly from the head casting 22 is a drawbar 30 provided with a circle 3|, upon which a moldboard 32 is adjustably carried. Adjustment of the circle 3| is by a double acting or reversible rotary hydraulic motor 33 and associated drive.

To provide for up and down and lateral adjustment of the moldboard 32, the grader includes a pair of lift links or hang rods 34 and 35 connected to opposite sides of a rear cross-piece of the drawbar 30. The hang rods 34 and 35 are on opposite sides of the vehicle main frame 20 and are carried by upwardly extending crank arms, one of which is seen at 35. These crank arms are mounted on shafts, one of which is seen at 31 and are rotated by double acting hydraulic piston motors, that for shaft 31 being seen at 38.

To effect lateral shifting of the rear end of the drawbar 30, the grader includes a crank arm 39 which is connected to the rear end of the drawbar by lateral shift link 40. The crank arm 39 is i swung about its mounting shaft through a reduction gear drive from a double acting or reversible If desired, the grader may be provided with an adjustable scarifier operable by a double acting hydraulic piston motor, as disclosed in detail in the above mentioned Arndt patent.

In front of an operator's seat 42' is a dashboard 43 upon which is removably bolted a bank of individual valves, the bank as a whole being designated 44 and being illustrated in some dotail in Fig. 3 of the drawings. As illustrated in Fig. 3 of the drawings, the bank 44 is formed of six duplicated or identical slide valves, each indi- 4 vidually designated by the character 45. The number of these complete slide valves 45 may be varied as desired by the simple expedient of adding or removing a complete valve unit- I In addition to the identical slide valves 45, the bank 44 includes a special arrangement involving a rotary valve and a pair of high pressure relief valves as well as a steering post, the complete post assembly being designated 45. a As illustrated in Fig. 3 of the drawings, the post 45 is centrally located with respect to the individual slide valves 45, but this location is entirely optional and the post 45 may be situated any place with respect to the individual slide valves 45.

In addition to the individual slide valves 55 and the post 45, the complete manifold formed of the banked valves 44 includes a pair of end plates 41 and 48 located on oppositeends, and four through bolts 49 provided with appropriate nuts which extend through four bores 50 (see Figs. 4 and 8) which are formed in the end plates 41 and 48 and in the main castings or casings of the individual valves 45 and in the base of the post 45.

The structure of the individual valves 45 is disclosed in complete detail in my application, Serial No. 62'1,848,-entitled Hydraulic valve, filed November 10, 1945, as a continuation of applica tion, Serial No. 496,634 for a Hydraulic system, filed July 29, 1943, the latter application having been abandoned, and except for the difference obvious from the description herein contained, it is understood that both the valves and the system of this application ,follow the disclosure of that application.

Briefly described, each of the valves 45 includes a, main casting, casing or body 5| which has two opposite fiat parallel surfaces so that it can fit up against an adjacent co-operating complementary surface of a similar valve 45 or an end plate 41 or 48, as the case may be. The casting 5| is provided with a longitudinal central bore 52 in which a sliding spool 53 is adapted to slide. The spool 53 is centrally bored and provided with three spaced-apart lands 54, 55 and 55. Each of the lands 54, 55 and 55 is provided with radially extending drill holes communicating with an I interior bore 51 of the spool 53.

When the spool 53 is in its normal position, as illustrated in Fig. 3 of the drawings, hydraulic fluid delivered to a central port 58 in the casting 5|, will flow through forked passageways 59 and to chambers in said casting 5| surrounding the lands 54 and 55, with the chambers in alignment with the radial bores in said lands 54 and 55 through which the hydraulic fluid will flow to the longitudinal bore in spool 53 and thence out the radial bores of land 55 to a central port 55 which aligns with a receiving passageway in the end plate' 41 or with a port 58 of an adjacent valve 45, as the case may be. The spool 53 is held in its normal or neutral position, as viewed in Fig. 3, by centering spring mechanism 5|, the structure of which is well known in this art. Operation of the spool 53 in opposite directions from its neutral position is effected by an associated control lever 52 p ivotally mounted on a supporting bracket 53.

The casting or housing 5| is provided with cylinder or motor chambers 54 and 55 which are on opposite sides of the central land 55 and ad- Q jacent reduced portions of the spool 53 when said" spool is in its-normal position. The chambers 54 and 55 are connected by passageways to conduits 55 and 51, respectivelyisee Fig. 8), which vidual control valves 85. The control valve for steering the front wheels 24 is that associated with the post 45 and is described more completely hereinafter.

Attention is now directed particularly to Figs. 3 and 4 of the drawings and to the structure of the steering fiost 46 and associated valves. Said post 46 includes a main body, casting or casing 88 which is in the form of an upwardly extending member having a base portion 89 which has a pair of flat parallel side surfaces preferably having the same distance apart as the flat parallel side surfaces of a valve 45 so that such a valve 45 can be substituted for the post 46, if desired, without requirin different mountings for the manifold which is formed by the bank of valves 44. As clearly illustrated in Fig. 4 of the drawings, this base portion 69 includes the bores 58 through which the tie bolts 49 extend.

The upper end of the post casting 88 is provided with an integral generally-cylindrical portion I8 which forms a head and constitutes the main body or casing of a rotary steering valve 1!. The head 18 is provided along its longitudinal axis with a cylindrical bore I2 which is closed at its front by removable end cap I3 and at'its rear by removable end cap I8.

Communicatin with the cylindrical bore I2, or, in other words, formed on the interior surface of the head 18 are four longitudinally spaced peripheral passageways or grooves 75, 15, I1 and E8. The passageways or grooves I5, 16, Ill and I8 communicate with upwardly extending passageways i9, 88, at and 82, respectively, which are formed in the intermediate section of the post 38 or, in other words, between the base 69 and the head 58 thereof.

The rear face of the casting 68 is provided with threaded openings to receive hydraulic conduits, there being a conduit leading to each of the passageways i9, 88, M and 82. Conduits 83 and 84 are cylinder or motor conduits and they are connected with passageways I9 and 88. respectively.

These two conduits 83 and 88 extend forwardly along the main frame 28 of the road grader and deliver hydraulic fluid to and from a double acting hydraulic piston motor 85 which is at the front end of said vehicle and which oscillates an upright steering shaft 86 of a steering mechanism for front wheels 28 through a crank arm which is connected thereto and to the piston of the motor 85.

Furthermore, the oscillating movement of the shaft 86 is fed back through reduction gearing 81 which is connected to said shaft 85 and through a steering rod 88 preferably provided with an, adequate number of universal joints, as clearly illustrated in Figs. 1 and 2 of the drawings, said rod 88 being connected to a stub shaft 89 (see Fig. 4), which extends through the rear end cap I4 and is formed as an integral part of a spider or core 98 of the valve II, the structure of which core or spider is described in full detail hereinafter.

- c It may also be mentioned at this time that in case of failure of the hydraulic system, the piston head of the motor may be disconnected from the lever arm which is connected to steering shaft 85, and a direct mechanical steer may be eflectedfor the front wheels 24 through the steering rod 88, reduction gear 81, etc.

Connected with the previously mentioned passageway 8| in the casting 88 is a feed or pressure conduit 9| leading froma pump 92 which derives hydraulic fluid from a tank 93. The pump 92 is preferably driven from the main motor of the road grader and is a source of hydraulic fluid under pressure for the hydraulic system.

The previously described passageway 82 is connected with a conduit 94 which leads to the end plate 48 and through a passageway therein communicates with the port 58 of the right hand valve 45, as viewed in Fig. 3 of the drawings, which is the first of the slide valves 45 in the hydraulic system, following the rotary valve II which precedes it in said system for a reason hereinafter described more completely.

Returning to a consideration of the structure which makes up the rotary steering valve II, rotatably mounted within the cylindrical bore I2 and having a close fit therewith is a rotatable cylinder, sleeve, or shell 95 which extends longitudinally beyond the end grooves 15 and I8 and abuts the end caps 13 and I4. Adjacent its rear or left-hand end the cylinder 95 is provided with a groove 96 which receives an O-ring 91 providing a seal between this portion of the sleeve 95 and the interior, cylindrical surface of the head I8. A cylinder groove and O-ring seal 98 is provided near the right hand or front portion of the At its inner end and within the housing provided by the head I8 and the caps I3 and 14, the shaft 99 is provided with a head I8l which extends into a diametrical groove i82 (see Fig. 5) which is formed in the right-hand end of the sleeve or cylinder 85. As a consequence of this construction, a turning of the wheel I88 will turn the shell or sleeve 85, therewith. The head I 8| is provided with a transverse winged groove I83 into which project abutments m8 which are urged outwardly toward said groove 883 by springs I85. The abutments I85 are provided with heads which fit in the bottoms of bores which receive the springs M5 and thus limit their outward movement into the groove I8. Removable caps I88 are provided on the head I 8i and are removably connected thereto by screws I81.

The previously mentioned spider or core 98 extends into and is mounted forrotation with respect to the cylinder or sleeve 85, it being provided at its opposite ends with generally cylindrical end portions having O-ring seals I88 and "i9, respectively.

Intermediate its cylindrical ends which are provided with the seals I88 and I89, the spider or core 98 is formed with four longitudinal grooves or troughs H8, III, Hz and 3 (see Fig. 6). These grooves I I8 to I I3, inclusive, form four radially extending webs H8 which are preferably apart, as clearly illustrated in Fig. 6 of the drawings. The troughs or grooves II8 to I I8, extend along the spider 98 so as to overlap a distance equal to that between the passageways or grooves I5 to I8, inclusive, in the head 18.

The central portion of the spider 90 is provided with a plurality of radial cross bores I i5 which are effective to interconnect the grooves or troughs H and H2 in one instance, and the grooves III and H3 in the other instance. This provides for a completely balanced arrangement of the valve H.

The shell or cylinder 95 is provided with four radial ports H6, H1, H8 and H9 (see Figs. 6 and 7). There is one ofthese ports for each of the grooves 15 to I8, inclusive, and these ports 'I IE to H9, inclusive, are distributed axially along the shell 95 so that one of them is in alignment and communication with each of said passageways E to 18 and is individual thereto. For example, port II6, as illustrated in Fig. 7 of the drawings, communicates with and is individual to circumferential passageway or groove I8. These are the return passageway and port of the valve by which hydraulic fluid is conveyed from it to the system for subsequent use under the control of the banked slide valves 45. Port H9 is individual to and communicates with circumferential passage- I center lines of the various ports 6 to II9 is important; If horizontal and vertical lines are drawn. intersecting at the center of the core 90, the center lines of the various ports IIB to II9, inclusive, will be as follows: Center line of port H6 will be forty-five degrees from both vertical and horizontal lines; center line of port III will be fifteen degrees from the vertical line. The center line of port I I8 will be fifteen degrees from the horizontal line, and the center line of port I I9 will be forty-five degrees from both the horizontal and vertical lines.

The right-hand end of the spider 90 is provided with a projection I20, the top and bottom surfaces of which are parallel, said projection extending into the winged groove I03 formed in the head IOI of shaft 99.

Asclearly illustrated in Fig. 5 of the drawings, the abutments I04 when in their normal positions as illustrated, just contact the top and bottom surfaces of the projection I20 on opposite sides of the center or axis of rotation of said projection I20 which, of course, is ,the axis of the spider 90. The wing shape ofthe groove I03 provides forlimited relative rotary movement, between the spider 90 and the shell 95 before said projection I20 comes into a solid driving abutment with the walls of said groove I03.

The centering means formed by the springs I08 and abutments I04 have a double function and their effectiveness may be adjusted by adjusting the strength of the springs I05. The first function of these springs is to provide a certain amount of feel in the wheel I00 so that when wheel I00 is turned by the operator, there will be a tendency for the rotation of shaft 99 to be transferred mechanically and directly to the shaft 89 through the head MI and the spider 90 through these spring means I04, I05. However, under most normal conditions the springs I05 will be too weal; to transfer any appreciable direct driving movement, though, if desired, they may be made strong enough to provide an appieciable direct mechanical. driving connection.

The second function of the spring centering means 104, 105 is to provide a biasing means which will tend to adjust the spider or core 90 to its neutral position with respect to the shell or cylinder 95 and this is particularly desirable to prevent undesirable oscillation of the steering rod 88 in case there is an appreciable lost motion between the mechanical connection to the piston of motor and the stub shaft 89 which will develop particularly in the universal joints in said shaft 89 and the reduction gearing 81.

Attention is directed also to Fig. 7 of the drawings and to a feature of construction of the ports M6 to H9, which are of similar design, port II6 being illustrated in said Fig. '1. In order to maintain the relative angular movement between the shell 95 and the spider 90 at a desired amount and consistent with that provided by the projection I20 and the winged slot 7 I08, it is necessary that the ports IIB to II9 extend over a limited portion of the circumference of the interior surface of shell 95.

As illustrated in Fig. 6 the port H6 is bridged by a web of the spider 90. This, of course, ap-

preciably reduces its effective area or, in other necessary to increase the axial length of the port II6 on the inside surface, as is clearly illustrated tween the two adjacent grooves, such as grooves 11 and 18. This outside dimension of the port II8,=however, can be clrcumferentially extended as compared with the circumferential extent of its inside surface and this has been done, as clearly illustrated in said Fig. 6, while maintaining its axial dimension or rwidth. substantially equal to that of associated groove 18;

In view of this construction, the effective area of the port I I6 is substantially the same on both its outer and inner surfaces when the inner surface is bridged by the above mentioned web..

The structures of the ports H1, H8 and H9 are the same as that of port H0.

The operation of the steering mechanism is as follows. Hydraulic fluid is delivered from the pump 92 through. the feed conduit 9| and then flows through passageway 8|, as indicated by the arrows, and around the circumferential passageway Il in head I0. It then flows through port H9 in the shell 95 and on opposite sides of a bridging web of spider or core 90 into the grooves or troughs IIO, III. since trough H0 is connected with trough H2, and trough III is connected with trough H3, it is obvious that the hydraulic fluid would be flowing in all four of the troughs III) to H3, inclusive, throughout their full lengths. As a consequence, the oil flowing in troughs II I and I I2 will flow-through the port IIB on opposite sides of the web of spider 90 which bridges the interior opening thereof, flowing' into the circumferential passageway 10 in a head III, as clearly illustrated in Figs. 4-and 8 and 84 by way of circumferential passageways I8 and I8 and connecting passageways "I9 and ".8, but this is appreciably without eflect on the hydraulic steering motor 88 or if it does have any effect thereon due to the unbalanced nature of said hydraulic jack, this will cause an automatic vorrecting movement of the spider 80.

The oil or hydraulic fluid flowing downwardly through passageway 82 continues through said passageway into the base 88 of post 88, thence to conduit 94 from where it flows to the end plate 48 and'thus is delivered through the port 88 of the right-hand valve 48, as viewed in Fig. 3 of the drawings.

Assuming that all of said valves 48 are in their neutral or normal positions, the hydraulic fluid flows through all of said valves in series as indicated by the arrows in Fig. 3 of the drawings and flows through a by-pass passageway I2I in the base 89 of post 88 which acts as a connecting. passageway between the two valves 48 on opposite sides of the post assembly 48.

This passageway through all of said valves 48 and the bottom of post assembly 48 provides a no-load pass for the hydraulic fluid which on leaving the last valve 45, flows into the end plate 81 which is provided with a passageway connecting it to return or tank pipe I22. Thus, under normal conditions, there is a no-load circuit through all of the control valves from the pump 92 to the tank 93.

If the steering wheel Hill is turned in a clockwise direction by the operator, the angular movement thereof will produce equal angular movement of the shell 95 by virtue of the head IOI fitting snugly in the groove I82 formed in the right-hand end of said cylinder 98. This clockwise rotation of the shell 95 will cause it to rotate with respect to the spider 98 which will be held against movement by the mechanical linkage including the steering rod 88 which, under the conditions just described, is connected to the piston end of the motor 88 which, at the moment, is stationary. The relative movement between shell 95 and spider 98 Just described will connect pressure port H9 to interconnected troughs III and H3 and will connect discharge port II8 to interconnected troughs H8 and H2. The hydraulic fluid in passageway 8i will thereupon flow through circumferential passageway 77, port II9, groove or trough III and the radial bores H5 in spider 98 to trough or groove H3; thence by port H8 through circumferential passageway and post passageway I9 to conduit 83 which leads to the hydraulic motor 95. Thus, hydraulic fluid will be delivered tooperate the double acting hydraulic piston motor or cylinder 88.

The return path for the hydraulic fluid from the hydraulic cylinder or motor 85 will be by way of conduit 84, post passageway 88, circumferential passageway 78, port II'I, groove or trough 2, port H8, and circumferential passageway I8 to the post passageway 82 which delivers it to conduit 94 and thence to the group of banked valves 45 in series as above described.

The steering movement of the front wheels 24 in response to operation of the motor 88 will be reflected in angular movement of the steering rod 88 which is connected to the spider 88 as above described, so as to produce a follow-up type of system so that whenever the wheels 24 have been adjusted a variable amount as determined by the variable movement of the wheel I80, the relative position of the cylinder 95 and the spider 88 will be restored to that illustrated in Fig. 6, or, in other words, to their normal position.

Thus in effect the operation of the steering valve 1| simulates ordinary mechanical steering except that hydraulic power is provided to do the actual work. As previously mentioned, in case of failure of the hydraulic system, it is only necessary to disconnect the piston head of the motor 88, so as not to be working against it, and a direct mechanical drive is provided from the wheel I80, shaft 89, head IUI, projection I28, spider 90, shaft 89, steering shaft 88 and reduction gearing 81, to the steering shaft 88. Of course, the mechanical steering linkage above described exists even though motor is not disconnected, but disconnection thereof is preferred if mechanical steering is necessary, so as to reduce appreciably the amount of energy required for the mechanical steering.

In view of the fact that the hydraulic circuit is a series circuit, it is obvious that the hydraulic fluid flowing in conduit 94,. regardless of whether the steering valve is in its neutral position or is in a position to deliver hydraulic fluid to the motor 88, may be employed to operate any one or more of the double acting or reversible hydraulic motors controlled by the individual valves 45. That is, with this system, any number of control valves, including the rotary control valve, from one to the maximum number, may be operated simultaneously.

The steering valve II is operable upon counterclockwise rotation of the wheel I88 in a manner which is comparable to that above described so that power steering may be effected by turning the wheel in either direction.

In the base 89 of the casting 88,1 provide a pair of high pressure relief by-pass valves I28 and I24 which are of duplicate construction, but which provide different functions. The by-pass valve I28 by-passes the rotary valve II and it is preferably set to open at a pressure differential which is lower than that at which by-pass valve I24 opens. The function of the by-pass valve I24 is to provide a by-pass to tank whenever a high pressure condition exists anywhere in the system, except on the input side of the double'acting motor 85, but this by-passing of the fluid only discharges the fluid to tank after it has passed through the rotary valve 7| or through its individual relief valve I23. k The relief valve I28 provides a high pressure by-pass for the valve 'II since it is interconnected between feed passageway 8| and discharge passageway B2 and obviously upon the appearance of a predetermined high pressure in conduit 9| or passageway 8I as compared with the pressure in passageway 82, this high pressure relief valve will open, providing a by-pass around valve II, thus directing the fluid from conduit 9| through the passageways in by-pass valve I23 to'the lower portion of passageway 82 and into the feed pipe or conduit 94.

The structures of the high pressure valves I23 and I24 are of essentially standard design and thus need no detailed explanation. .It may be pointed out, however, that a hollow springpressed valve closing piston I48 of each is provided with a port I48 so that hydraulic fluid in the passageway 82 will be present on both sides guano of the piston I45and hydraulic fluid flowing through pflsageway I28 in valve I24 will also be on both sides of its piston I45. This is of particular importance in connection with relief valve I28 because it insures that whatever the pressure in passageway 82, by-pass valve I28 will only open in response to a higher predetermined pressure in passageway 8i determined by the adjustment of the spring of valve I28. For example, if valve I28 is adjusted to open at 200 pounds per square inch and valve I24 at 500 pounds per squareinch, and should the double acting motor controlled by one of the slide valves 45, reach the end of its stroke and thus cause the 580 pounds pressure to appear in conduit-82 and thereby cause valve I24 to open, valve I23 would only open when the pressure in passageway 8| reached 700 pounds. Because of this fact there is always hydraulic pressure available to control the steering of the vehicle even though the pressure relief valve I24 is open for any reason. This is an important feature pf the hydraulic system of my invention. The pressures at which the valves I28 and I24 open may be varied by adjusting their compression springs. It is to be noted'that valve I23 in no way controls or restricts flow of fluid through the passageway 82 but only controls flow from passageway ill to passageway 82, since fluid in passageway 82 flows freely around that portion of piston I48 of valve I23 which extends into said passageway 82 which is enlarged by a chamber adjacent said piston I45. I

It is to be particularly noted that, regardless of whether the hydraulic fluid flowing through conduit 9i is by-passed by the by-pass valve I28 or flows through the valve II and the motor 85, it is always delivered to the lower portion of passageway 82 and to conduit 94. If, however, high pressure relief valve I24 is actuated, the hydraulic fluid will be by-passed thereby through a tank passageway which extends through aligned individual passageways I25 (see Fig. 8), in each of the individual castings or bodies of valves 45. That is, the individual passageways I25 of valves 45 are in alignment and form a continuous passageway through the manifold formed by banked valves 44, being connected together by a similar aligned passageway I28 (see Fig. 4) formed in the base 69 of .casting 68. In addition, the end plate 41 has a passageway which is in communication with said individual aligned passageways I25, which passageway is connected to the tank pipe or conduit I22.

As above mentioned, the principal function of the individual passageways I25 is to provide adrain passageway through the manifold of banked valves 44 for leakage around the spools 53 of valves 45, there being drain bores I21 (see Fig. 8) from the chambers formed in the top and bottom caps or heads I28 and I29 of the individual valves 45. This construction is disclosed and claimed in my application, Serial No. 627,848 above identified.

In Figs. 9, and 11 of the drawings, I have disclosed a modified form of steering post assembly 246 which may be substituted for steering post assembly 46. It is to be understood that unless a contrary fact is indicated, the steering post assembly 246 follows the structure of steering post assembly 46. One difference therein is in the structure of the head or cylindrical portion 218. Said head portion 218 is provided at its top with a drain passageway I38 which extends from the front to the rear thereof and opens into the cylindrical bore 12 at both ends.

The post 245 includes a main body casting or casing 288 which in addition to the four passageways 'I8, 88, 8| and 82, is provided with a drain passageway I8I which receives leakage fluid collected from a rotary steering valve 2' and delivers it to the drain passageway I26. The rotary steering valve 2' differs from the steering valve II in a number of particulars. In the first place, the O-ring seals 91, 98, I88 and I89 have been eliminated and the leakage of the valve parts is drained of! by the passageways I88 and I3I. Furthermore, in place of shell, sleeve or cylinder 95, I employ a different shell, sleeve or cylinder 295 which is provided with a pair of diametrically opposed ports, as viewed from its interior surface, associated with each of the cylindrical passageways or grooves I5, 18, I1 and 18. Diametrically opposed ports 2 l8 communicate with passageway.

I8; diametrically opposed ports 2I6 communicate with passageway 11; diametrically opposed ports 2" communicate with passageway I6; and diametrically opposed ports 2I8 communicate with passageway 15.

It is to be noted by reference particularly to Fig. 10 of the drawings, that the ports 2I1 and'2l8 do not extend radially through the shell 295, but extend parallel with the ports 2 I9. This is to provide for forming of the sand cores to make the shell 295 so that the core patterns can be separated without destroying the dry sand cores. Functionally, the operation would be the same if all of the ports 2I8 to 2I9, inclusive, extended radially through the shell 295.

The spider or core 298 also differs from the spider or core 98 not only in the elimination of the O-ring seals, but also in the elimination of the equalizing cross bores 5. These are not necessary to produce a balanced condition in the valve because of the presence of the diametrically opposed ports 2 I 8 to 2 l9, Inclusive. It is also to be noted by reference particularly to Fig. 11 of the drawings that I no longer employ the particular form of port comparable to port II6, as illustrated in Fig. 7 of the drawings. It is to be distinctly understood, however, that the ports 2I8 to 2I9, inclusive, may follow the design of said port II 6 of Fig.7.

It is also to be noted that I have eliminated the centering spring means I84, I85 and the shaft 99 is provided with a substantially solid head 28I provided with a winged shaped groove 288. If desired, the spring means I84 and I85 dis- I closed in detail in Figs. 4 and 5 of the drawings,

may be employed with the valve 2. In other words, shaft 99, head IN, and associated spring means I84-I81 of Figs. 4 and 5 may be employed instead of that illustrated in Fig. 9 of the drawings.

Furthermore, in case these spring means are eliminated, or, in otherwords, in case the structure shown in Fig. 3 is employed, it may bedesirable to add a certain amount of friction to rotation of the shaft 99 and one easy way to-accomplish this is to provide an O-ring seal on the shell 295 comparable to the O-ring seal 91 or 98.

To provide free drainage of the oil which is received in the upper drain passageway I38, the head 28I is provided with a circumferential notch, recess or groove I32 which provides a circumferential passageway interconnecting the top passageway I88 and the drain passageway I3I.

Except for the action of the spring means I84-I81 previously described, the action of the rotary steering valve 2'" is essentially the same as that of the rotary steering valve I I. This valve 2' also provides a direct mechanical drive in case 33 of emergency. since the core or spider 230 is provided with a projection 22!! which projects into the previously mentioned winged groove 253.

Except for the differences above mentioned, the post assembly 248 is essentially the same as the post assembly 43 and either may be substituted in the hydraulic system, for the other.

In Figs. 12, 13 and 14 of the drawings, I have illustrated a modified form of banked valves 44 which provide a manifold which differs from those previously described, in a number of particulars.

243, I have substituted a post assembly 346, the base of which is formed by a standard valve 345 which is substantially identical, except for its operating mechanism, with the slide valves 45. Furthermore, the method of delivering hydraulic fluid to the manifold formed by the bank of individual valves 45 is different, and to this end the end plates 34! and 34B are of slightly different structure. The end plate 34? has built into it a high pressure relief by-pass valve 323 and a manually adjusted bleeder valve I33. These structures are disclosed in detail in Fig. 14 of the drawings.

In this hydraulic system of Figs. 12, 13 and 14, the feed pipe 3i leads to a passageway in the body or casting I35 of end plate 341. Passageway I34 leads through a cross bore I36 in a hollow and radially bored valve seat ring I31, the radial bores of which communicate with a peripheral passagesrm I48 (see Fig. 18), which receives and supports the shaft I43 of a steering wheel I50. The forward or inner end of the shaft I4! is provided with a crank arm I5I the outer end of which is pivotally attached to an operating rod I52 which at its lower end is bifurcated and pivoted to the upper end of the spool shaft of valve 345. The shaft I48 also is provided with a rigidly attached collar I53 having a pair. of wing stops I54 ex- First of all, instead of the post assembly 44 or way I38 which communicates with a port which in turn communicates with the port 33 of the left-hand or first individual control valve 43 of the bank.

In the hydraulic system of said Figs. 12, 13 and 14 the fiow of fluid through said valves 45 when they are all in their neutral positions, will be from the left to the right, as viewed in Fig. 12, instead of from the right to the left as is the situation with the system of Fig. 3. This'is a matter of no significance insofar as the operation of the system or any of the valves is concerned. As a consequence of this fact, the end plate 348 is provided with a drain or tank passageway which is gonnected to the drain or tank pipe or conduit In some hydraulic systems it is desirable to bleed off some of the output of the hydraulic pump and in order to do this, I provide the manually operable bleeder valve I33 which includes an adjustable stem I40 having a tapered nose I fitting in a tapered or frusto-conical opening between a chamber I42 and the previously described passageway I38. Chamber I42 is connected to a passageway I43 which registers with the drain passageway I25 of the first slide valve 45.

Obviously, by adjusting the needle or stem I43, the amount of fluid by-passed from the passageway I34 to the tank or drain passageway formed by the individual valve passageways I23, may be adjusted. This bleeder valve I33 may. if desired, be shut off completely.

The high pressure relief by-pass valve 323 is essentially of standard construction and whenever the normally seated plunger M4 is unseated, the pressure passageway I34 is connected through bore I36 to the passageway I43 and the fluid bypassed through the drain passageways I25 to the tank or return pipe or conduit I22. To this end, the end plate 348 also provides a connection from the passageway I25 of the last or adjacent valve 45 connecting it to said pipe or conduit I22.

A hollow steering post I4! is supported from the top of the valve 345 and at its upper end'ls provided with a rearwardly extending bearing tending on opposite sides thereof, which co-operate with individual adjustable spring stop members I mounted on a pair of laterally extending brackets formed on the bearing arm I48.

The operation oi'the valve 345 is essentially the same as that of each of the valves 45, except that the reverse shifting of the spool is effected through the mechanism just described, by reverse rotation of the wheel I50 from its neutral or normal position in which it is automatically centered when the wheel is released;

When the steering valve arrangement of Figs. 12, 13 and 14 is provided, it is obvious that there is no mechanical steering possible and the system is not of the follow-up type. As a consequence, the mere turning of the wheel I50 either in a clockwise or counter-clockwise direction from its neutral position, will start the turning of the steering wheels and the wheels will continue to turn so long as the wheel ISO is retained in either of these operating positions. Because of this construction, the steering rod 88 and reduction gearing 81 are eliminated, and the arrangement of the hydraulic motor for operating the shaft 36 is essentially the same as that disclosed in the Arndt patent above identified.

It may be mentioned that in view of the fact that the base of the post assembly 46 has the same width as a valve 45 or valve 345, it is possible to substitute a valve 345 for the post assembly 48 in a banked valve manifold. This, of course, will require in addition a rearrangement of the hydraulic circuit from that of Fig. 3 to that of Fig. 12 and an elimination of the steering rod 88 and reduction gearing 81. Conversely, a system like that of Figs. 12, 13 and 14 may be modified to become one like that of Figs. 1 to 4, inclusive, by substituting the post assembly 46 for the valve 345 and adding those parts which are necessary toprovlde a complete system as disclosed in said Figs. 1 to 4, inclusive.

Furthermore, a simplification of the post assembly 46 or 246 may be effected by eliminating the high pressure relief by-pass valve I23 and eliminating its function. If this valve I23 is eliminated, a modification in the circuit is highly desirable, since the relief valve I24 should be ahead of the valve II instead of following it in the circuit. This can be effected if relief valve I23 is is employed, I have a hydraulic system and apparatus in which the steering wheels of a vehicle may be steered either by hydraulic power or mechanically. Furthermore, when hydraulic steering is employed, hydraulic pressure is always available for steering, even if a motor associated with one of the control valves 45 is at the end of its stroke and the high pressure relief or by-pass valve I24 is open. Furthermore, should the opatomic erator turn the wheel I and cramp the front" wheels 24 or otherwise stall them so they could travel no more, so that high pressure relief valve I23 opens,.the rest of the system would still not be disabled because the hydraulic fluid is delivered to the other valves of the system, regardless of whether it is delivered through the motor 35 or through the by-pass valve 123, since in either instance it is delivered to the passageway 82 and conduit 84.

Certain features of the invention hereirLdisclosed, including the banked valve arrangement either with or without the steering post, are claimed in my divisional application Serial No. 664,662, filed April 24, 1946, and the structure of the steering post, per se, and all the associated rotary valve construction are claimed in my divisional application Serial No. 665,530, filed April 27, 1946.

Obviously those skilled in the art may make various changes in the details and arrangement of parts without departing from the spirit and scope of the invention as defined by the claims hereto appended, and I therefore wish not to be restricted to the precise construction herein disclosed.

Having thus described and shown an embpdiment of my invention, what I desire to secure by Letters Patent of the United Statesis:

1. In a vehicle, the combination with a frame, of a steerable wheel member therefor, a hydraulic motor for actuating said steerable wheel memher to steer said vehicle, atfleast two operating mechanisms on said frame, an individual hydraulic actuating motor for each oi said operating mechanisms, a hydraulic system for controlling all of said motors, said system including an individual valve for each of said motors, said hydraulic system including said valves being constructed and arranged whereby hydraulic fluid is delivered first to the steering motor control valve andthen to said other valves in seriesfand a passageway provided in said steering motor control valve interconnecting said two other valves in series as aforesaid and interposed between them.

2. In a vehicle, the combination with a frame, of a steerable wheel member therefor, a hydraulic motor for actuating said steerable wheel mem her to steer said vehicle, at least two operating mechanisms on said frame, an individual hydraulic actuating motor for each of said operating mechanisms, a hydraulic system for controlling all of said motors, said system including an individual valve for each of said motors, said hydraulic system including said valves being constructed and arranged whereby hydraulic fluid is delivered first to the steering motor control valve and then to said other valves in series, a passagewayv provided in said steering motor control valve interconnecting said two other valves in series as aforesaid, a by-pass valve in said steering motor control valve, a drain passageway in at least the lic motor for actuating said steerable wheel membar to steersaid vehicle, a plurality of operating mechanisms on said frame, a hydraulic motor for actuating each of said operating mechanisms, 9. hydraulic system for controlling all of said motors,

said system including an individual valve for each of said motors, said hydraulic system including said valves being constructed and ar- I rality of operating mechanisms on said frame, a

hydraulicmotor for actuating each-of said operating mechanisms, a hydraulic system for controlling all of said motors, said system including an individual valve for each of said motors, said hydraulic system including said valves being constructed and arranged whereby hydraulic fluid is delivered first to the steering control valve and then to the other valves, some of said other valves being disposed atone side of said steering control valve and others at the other side thereof, said other valves having drain passageways, the drain passageways of the valves on each of the opposite sides of said steering valve being in communication with each other, a connecting passageway in said steering control valve interconnecting the drain passageways of the other valves on opposite sides of said steering control valve,

last of said other valves, and a passageway in said steering motor control valve connecting the output of said by-pass valve to said last other valve drain passageway.

3. In a vehicle, the combination with a frame, of a steerable wheel member therefor, a hydrau- Number Name 1,719,875 Cooper July 9, 1929 1,910,600 Fitch May 23, 1933 1,991,227 Proctor et a1 Feb. 12, 1935 2,030,902 Vickers Feb. 18, 1936 2,051,137 Galleher June 18, 1936 2,182,459 Vickers Dec. 5, 1939 2,244,471 Nichols June 3, 1941 2,403,325 Armington July 2, 1946 5 FOREIGN PATENTS Number Country Date 524,096 Great Britain July 30, 1940 and a pair of high pressure relief valves, one serving to by-pass only said steering control valve and operative to deliver hydraulic fluid for use to said other valves, the second for relieving a high pressure anywhere in the system following said steering control valve and by-passing the fluid, said second relief valve having a passageway directing said by-passed fluid to the drain passageway of at least one of said other valves by which it is discharged.

, FRED J. WRIGHT.

REFERENCES CITED The following references are of record-in the file of this patent:

UNITED STATES PATENTS Date 

